Starter for internal combustion engines



MW 12, i931. G. R. LAWRENCE LSSlS STARTER FOR INTERNAL COMBUSTION ENGINES Filed Nov. 28',f 1927 4 sheds-sheet 1 Jgern?? G. R. LAWRENCE Lg v STARTER FOR INTERNAL GOMBUSTION ENGINES Filed Nov. 28, 1927 4 sheet's-sneet 2 (Il ...l

May l2, 1931. G. R. LAWRENCE 1,805,313

STARTER FOR INTERNAL COMBUSTION ENGINES Filed Nov. 28, 1927 4 Sheets-Sheet 3 MDW y//In x May 12, 1931.

G. R. LAWRENCE STARTER FOR INTERNAL COMBUSTION ENGINES 4. Sheets-Sheet 4 Filed Nov. 28, 1927 engine cylinders.

Patented May 12, 1931 fl t Sa rare VGIE@lt-farfl B. LAWRENCE, OF CHCAGO, LLINSIS, ASSIGNOR TO LAWRENCE ENGINE COM- ?ANY, 01T CHICAGO, LLNOIS, .A COBEORATION OF LLINISr STARTER FOR INTERNAL COIw/IBUSTION ENGINES Application filed November 28, 1927. Serial No. 236,167.

This invention has reference to improvements in starters for internal combustion engines. lt has reference to starters of that general class in which a charge of combusle gas or successive charges thereof, is introduced into one or more of the engine cylinder`s, under control of the driver, and under such conditions hat the same may he fired, thereby commencing the rotation of the shaft, and bringing the engine into operation.

The present invention is so arranged that when the device is brought into operation there is introduced into each of the cylinders a measured charge of liquid fuel together With air for coinhusting the same, so that each of the cylinders is therehy provided with an explosive charge'. The device'is also so arranged that'as the operation is completed the sparlrplugs are energized one or more times in quick succession, thereby exploding that cylinder or cylinders which is or are in proper position and condition for firing, and With their pistons at the proper positions to he driven. The arrangement is also such that all of these functions, as Well as others, will he performed in quick succession, and in proper order, and` automatically, merely by the operation of a button or plun or other operatingl device under the control of the driver.-

Generally speaking, 'the arrangement includes a charge forming or neasuring device, specifically, a valve, which is provided with a measuring compartment for each of the This valve may stand in either of two positions; its charge receiving position wherein the compartments are connected to the source of liquid fuel supply, and its charge delivering position wherein the compartments are connected to tie cylinders or to lines leading to the cylinders, and in which position, also, the compartments are connected to the air charge deliverin device so that vthe charges of liquid fuel will he forcibly expelled from their several compartments and del'vered into their respective cylinders, and at the same time charges of air Will he driven into the several cylinders for rcomhusting the fuel.

The several cylinders are provided with nozzles or sprays through which the charges are delivered from the devices just referred to, s0 that said charges Will enter the several cylinders under the most favorable conditions possihle for explosive combustion when the spark plugs are energized.

Means are also provided for energizing the various spark plugs after the charges have been delivered into the several cylinders; and the arrangement is such that the spark plug of that cylinder having its piston at the proper position for Working stroke will be energized, since such cylinder is 'the proper one to be fired first. The arrangement is such thatthe firing system will be energized a number of times, thereby also firing other cylinders in order after the first cylinder has been fired, and in case rotation of the crank shaft has begun; but in case the crank shaft has not begun to rotate, such addit-ional and successive energizings of the ignition system will result in the creation of additional sparks in the plug of the cylinder first referred to. In this Way there will be added assurance that the system Will commence to function properly, and that the rotations of the crank shaft will he commenced.

ln connection With the foregoing, it should also he noted that the arrangement is such that in case of failure of the crank shaft to commence rotations after a single functioning ofl the starter device, said device may he again operated Without damage, and Without danger of complications due to mal-functioning of related parts. Upon such repeated operation of the starter device there will he thrown a nevi charge of combustible mixture of fuel. and air into the cylinders, and the ignition system Will he again energized, so that a repeated effort at starting of the system Will he brought about.

In connection With such repeated starting eorts, it should be noted that there might hec-ome an excessiveaccumulation of fuel and air in one or more of the cylinders. This would either prevent proper introduction of charges thereof into the cylinders, or would cause creation of mixtures therein which were not of proper composition for best yfiring operations. I have therefore provided means for discharging all of the cylinders, so as to discharge therefrom all gases and vapors previously introduced, and thus place all of the cylinders in the best condition for a fresh starting operation.

In connection with the foregoing, I have so yarranged the parts that when desired there may be introduced into the engine cylinders charges of air alone, and wit-hout any entrained fuel, such air serving to expel the gases and vapors or liquid fuel from the cylinders, and thus in a sense scavenge the cylinders, preparatory to receiving fresh and new combustible charges for starting the engine at a subsequent operation of the starting device. lhcn the starting device is thereafter operated it will introduce the charges of fuel and air into cylinders which are in the best possible condition to receive them and fire them to best advantage.

It is a further object of the invention to so arrange the firing connections that the ignition system will be properly energized without thought on the part of the driver, and whether the circuit be standing on the open or the closed circuit position.

It is a further object of the invention to ensure delivery of a 'vaporized or gaseous charge to the cylinder or cylinders under all conditions. In this connection it should be noted that as a relatively small charge of liquid fuel Hows along a duct such as a tube it must wet the surface thereof and thus a greater or smaller amount of the liquid will be spread over the tubular surface. Itis an object of the present invention to ensure an ultimate complete delivery of all the fuel into the cylinder by driving the air charge behind the liquid slug, so that the moisture thus deposited on the tubular surface will be again vaporized and carried Furthermore, by this arrangement the liquid will not enter the cylinder as a slug, but will be fully vaporized.

It is a further object of the invention to deliver the combustible charge into the cylin der or cylinders through relatively small ports so as to somewhat obstruct the llow therethrough. This will ensure creation of a sulicient back pressui'e on the cylinder plunger to cause best operation.

It is a further object of the invention to provide a device of very simple construction and operation, one which can be very cheaply manufactured from few parts and at low cost, and according to iminufacturing processes and with equipment of well known and familiar design.

Other objects and uses of the invention will appear from a detailed description of the same which consists in the features of construction and combinations of parts hereinafter described and claimed.

Referring to the drawings:

Fig. 1 shows a side elevation of a starting into the cylinder.

device embodying the features of the present invention, the fuel supply tank being shown in partial elevation, and the tubes leading to the several cylinders being broken olf;

Fig. 2 shows diagrammatically a simple electrical ignition system for use in conjunction with the starter of the present invention;

Fig. 3 shows a vertical section through the starter cylinder, together with the charge forming valve and associated parts.

Fig. 4 shows a cross-section on the line 44 of Fig. 3 looking in the direction of the arrows; the circuit interrupter standing in the normal position;

Fig. 5 shows a cross-section on the line 5-5 of Fig. 3 looking in the direction of the arrows, thevalve plug standing in the normal position wherein the compartments receive the charges of fuel from the supply connection but hold said charges isolated from the cylinders of the engine;

Fig. 6 shows a cross-section on the line 6--6 of Fig. 3 looking in the direction of the arrows, but with the valve plug turned into the working or st-arting position wherein the compartments have been placed in communication with the engine cylinders or the tubes leading thereto, and with the air charge delivel-ing cylinder;

Fig. 7 shows a plan vview of the engine cylinder block, and it shows the spark plugs as well as the firing charge delivering plugs connected into the cylinder heads, and also shows the link for operating the several scavenging valves for the several cylinders;

Fg. 8 shows a vertical section through one of the charge delivering plugs, being a section on the line 8-8 of Fig. 7 looking in the direction of the arrows, and on enlarged scale;

F 9 shows a section on the line 9 9 of F ig. 7 looking in the direction of the arrows, and on enlarged scale;

Figs. 8 and 9 may also be considered as sections on the correspondingly numbered lines of Figs. 11 and 1Q, looking in the directions of the arrows in said figures.

Fig. 10 shows a. fragmentary elevation of the upper portion of one of the charge delivering' plugs already referred to;

Fig. 11 shows a horizontal section on the line 11-11 of Fig. 8 looking in the direction of the arrows;

Fig. 12 shows a horizontal section on the line 12-12 of Fig. 9 looking in the direction of the arrows; all of Figs. 8, 9, 10, 11 and 12 being on enlarged scale as compared to Fig. 7; and

Fig. 13 shows on a reduced scale in more or less diagrammatic form the complete layout embodying the features of the present invention.

Referring first to Figs. 1 and 7, there is provided a common charge forming valve7 designated generally by the numeral 15. The

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same includes a plug 16 working in a body member 17,V said plug having a compartment for each of the cylinders of the engine 18. The engine cylinders are designated by the numerals 19, 20, 21 and 22, and the corresponding compartments of the valve are designated by the numerals 23, 24, 25 and 26. rlhe valve plug can be turned in any convenient manner, as by means of the crank 27 on one end thereof. Said crank is connected to a link 28, which extends to a position convenient of access to the driver of the vehicle or the operator of the engine. In this connection it may be stated that one of the features of the invention is to make provision for starting the engines of aeroplanes and truck-s in particular, but it will be apparent that the device'may be used for the starting of all sorts of internal combustion engines, and such engines as used for all sorts of purposes.V

Generally the link 28 will be provided with stops 29 and 30 so as to limit its movements and thereby assure that it shall not be moved an excessive amount in either direction. These stops are shown as being located respectively below and above the floor-board 31 of the vehicle to which the starter is applied. Y

The compartments 23, 24, 25 and 26 already referred to in the valve plug connect respectively to the passages 32, 33, 34 and 35 extending through said plug and in line with said compartments. There are the passages 36, 37, 38 and 39 in the body 17 and in line with the plug passages 32, 33, 34 and 35, so that when the plug is turned to the proper position the charge measuring compartments will be placedin connection with the pas sages 36, 37, 38 and 39 respectively.

The'passages 36, 37, 38 and 39 receive the terminal connectors 40, 41, 42, and 43 for the tubes 44, 45, 46 and 47, which latter' lead respectively to the several engine cylinders. The manner in which the connections are made into the engine cylinders will be eX- lained in detail later herein.

The body 17 of the charge measuring valve also has the passages 48, 49, 50 and 51 in line `with the compartments of the plug, and at right angles to the corresponding passages 36, 37, 38 and 39, so that when the plug compartments are connected to the one set of passages they are isolated from the other set.

;The passages 48, 49, 50 and 51 connect to a common supply passage 52, which leads laterally and receives the supply of liquid fuel from a pipe 53, which in turn is connected to the fuel tank 54. If desired this tank 54 may be located at a greater elevation than the valve mechanism so that fuel will be supplied thereto by gravity. Also, if desired, this tank 54 may be filled with fuel of high volatility or combustibility, so that the initial firing of the engine will be facilitated. Furthermore, an additional supply pipe may be connected into the passage 52 if desired, so that fuel may be received from some other source than the tank 54; or supplemental thereto. This pipe 55 if provided, should be carried to such an eleva tion that fuel will not overflow therefrom by gravity in case it is left open at the top.

Usually the pipe 55 will he left open at the top so that it will act as a vent and thus ensure a complete filling of the passages of the valve with fuel when the valve is turned into the proper position. Thus, for example, when the valve is turned into the position of Fig. 5 all of the compartments will be completely filled with fuel, and any entrained air will completely escape, the vent pipe givingassurance of that fact.

The valve plug is preferably tapered in vsize as shown in Figs. 5 and 6, and there is provided a` spring 56 to draw the plug effectively into the body member so as to ensure a liquid tight operation at all times in the well understood manner.

If desired, there may be placed the washers or shims 57 in the Vfuel measuring compartments so as to adjust the amount of fuel which each of them will receive and contain. In this manner the operations of all of the cylinders may be equalized, or the amounts of the fuel charges be adjusted so as to give the best possible starting conditions. These washers or shims, when used, should .be perforated so that they will be able to pass the fuel to the delivery passages when the valve is thrown into the starting position.

It will now be understood that when the valve stands in the position of Fig. 5 the several cylinders of the engine are cut of or isolated from the metering compartments, and furthermore, the metering compartments are connected to the fuel supply passage and thus they are filled and remain filled as the normal condition. Also, these metering compartments are then isolated from the rest of the device.

The body member 17 is connected to, or comprises a part of the floor of a cylinder 58, within which there is the plunger 59. This plunger is preferably provided with a downwardly facing cup-leather 60 of familiar form so as to ensure pumping action on the down stroke, but to allow inlet of air from the top side of the plunger on the up stroke. rlhe plunger is normally raised and held in the uppermost position by means of a spring 61, and said spring is conveniently place around a pin 62 which reaches up from the floor 63 of the cylinder. The plunger is operated by means of a. handle 64 on the top end of a rod 65, said rod 65 being hollow to accommodate the spring and to receive the upper end of the same, and also to allo-w the plunger to be lowered notwithstanding the presence of the rod 62.

The cylinder is closed at its top end by means of the cap 66 which has the upstanding flange 67 to serve as av guide for the hollow rod 65. Said cap GG is preferably connected to the bottoni of the floor-board of the vehicle or other device which carries the starter, in which case the handle Get is located above said Hoor and where it can be conveniently operated by the driver.

The floor of the cylinder, and the body member l7 are provided with passages 68, 69, 70 and 7l corresponding to the several metering compartments of the valve, and in line therewith, so that when the valve is turned to the proper position the air discharged by forcing down the plunger' will be expelled through the several compartments and thus expel the fuel therefrom and to the various engine cylinders. It will be noted from Fig. 3 in particular that these passages are so aligned with the other passages that the proper con'inninication will be established when the valve is thus turned to the delivering position. Thereupon, when the plunger is forced down the fuel, together with the needed amount of air, will be delivered to the several cylinders. In this connection it is noted that each cylinder will automatically sclect the amount of fuel and air which it should receive, so that each cylinder will be given a combustible charge.

Each of the cylinders is provided with a suitable connection for receiving the combustible mixture delivered to it through the corresponding tube 44, sl, 46 or i7 as the case may be; and these cylinder connections are also provided with suitable valve arrange ments whereby the cylinders may be vented if desired. Accordingly, each cylinder is provided with a plug such as the plugs 72 in Fig. 7, and the details thereof are shown in Figs. 8 to 12 inclusive. Each of these plugs 72 has on its lower end an extension 7 3 which can be threaded down into one of the cylinder ports. There is a tubular extension 7a which threads down from the extension 73, said tubular eX- tension 74 having its lower end closed, but slitted sidewise as at 75 with a narrow slit through which the combustible mixture will be delivered forcibly sidewise into the cylinder in the form of a fine spray.

The plug proper has a vertical passage 7G whose lower end communicates with the tubular extension and delivers the mixture thereto. Each of these passages 76 reaches substantially to the top of the plug and into a small chamber 77. The upper end of said chamber 77 is closed by a plug 78 threaded into the top of the device. A passage 79 reaches sidewise through the plug and into the end of this passage 79, or an extension thereof, there is threaded a connector` S0 which in turn receives the end of the correspending tube reachingl from the metering valve. A passage 80a reaches upwards from the passage 79 to the chamber 77 It is therefore evident that the combustible mixture delivered through the tube will reach the interior of the cylinder through the plug 7 :2, and be effectively sprayed sidewise in the form of a mist. Y

There is another passa 8l which reaches vertically through the plug' 72, and its upper end entends sidewise as at A. needle valve 83 is threaded into the passage S2 and controls connection thereof with a delivery port S reaching to the outside of the plug. then this needle valve threaded up tight and into the normal position it effectively closes the passages so that there can be no leakage from the interior of the cylinder; but upon turning the needle valve through a part of a revolution there will be created sufficient opening to allow for eli'ective ventingl of the interior of the cylinder, and to allow discharge of the gases therefrom.

The needle valve has a crank arm 85 by whichit may be turned. All of the crank arms of the several cylinders are connected together by means of a link 86 which extends to a position convenient of access by the driver or operator. lt will now be seen that when the link 86 moved to the valve closing position all of the cylinders will be closed so that the gases delivered into them from the starting device will be retained therein, and the mechanism wi function for the starting operation. l'lowever, in case the cylinders should become fouled with gas, or for other reason it should become desirable to scavenge the cylinders, the metering valve should be turned to the position where the plunger will drive the air charges to the cylinders, and the link 86 should be moved to the position where the venting valves are opened. Then, when the plunger 59 is forced down it will drive before Vit a charge of air which will move on to the cylinders, and due to the fact tl-, i: the cylinders are vented by their valves, 'i air will enter the cylinders through the ports 75, and will thereafter discharge from the cylinders through the passage 8l and venting port. Y ln this manner the air ,vill carry hefore it the gases contained within the cylinder, and by one or more such scavenging strokes the engine cylinders will be effectively cleared of gases, so that thereafter a. starting operation may be successfully performed. dien such scavenging operation has been completed the metering valve l5 maj,7 he turned to the proper position to receive charges of fuel in its compartments, and it may then be again turned to the position for starting. Then, when the plunger 59 is forced down the fuel charges will be deliv` ered to the respective cylinders, and will enter said cylinders under the bestl possible conditions for a successful start.

I have provided means for firing the charges so introduced into the cylinders, by

properly energizing the ignition system. Such means includes suitable make and break devices forV the ignition system and proper operating connections between the operating handle and such make and break devices so that the latter will be operated in proper manner and in proper timed relationship with respect to the other devices. Referring to Figs. 3 and 4, there is mounted on the bottom face of the cylinder cap 66 a pair of stationary contacts 87 and 88 which are carried by blocks of insulation in the usual manner. An arm 89 is pivoted to the cap at the point 90, said arm 89 having a contact arm 91, and on the end of arm 91 are the contact points 92 and 93 which are intended to engage the stationary contacts 87 and 88 respectively. A spring 94 normally holds the arm 89 over in the position indicated in Fig. 1 so that the contact 87 is normally engaged. The contact arm 91 is insulated from the arm 89 and therefore also from the cap, and a pig-tail 95 connects the contact arm 91 with a terminal 96.

The stationary contacts 87 and 88 can be adjusted so that the points 92 and 93 make independent contact therewith, one of said points breaking its contact before the other establishes a new contact.

The rod has a number of notches or serrations 97 on its face closest to the arm 89, and said arm rides against said face. Therefore as these notches pass the arm during the up and down movements of the rod, the arm will be rocked rapidly, and with a suiiicient amount of movements to make and break the contacts. The notches are formed close to the lower limit of movement of the rod so that the makes and breaks are performedwhen the plunger is near to the lower limit of its movement. Consequently, when the plunger is forced down it forces the charge of fuel and air into the several engine cylinders. Thereafter, as the plunger approaches the lower limit of its movement the makes and breaks are performed, and the ignition system is thus fired. There will also be established a series of makes and breaks atthe beginning of the upward movement of the plunger, but these may be ineffective.

Referring to Fig. 2, I have'therein shown diagrammatically one series of electrical connections for an ignition system which'will function for firing the charges according to 'the arrangement which has been disclosed above. In said figure the usual make and break device which is operated by the engine in regular operation is shown by the numeral 98, and the coil by the numeral 99. The secondary from said coil includes the lead 100 which goes to the high tension distributer 101 in the usual manner. It will be understood that the contactor 98 makes and breaks the circuit primary as the engine rotates, and in case said contactor should stop in either the open circuit or the closed circuit position the starting device of the present invention should be operative. Consequently, I have provided both of the contacts 87 and 88 so that the one or the other will be effective when the notches rock the arm 89. IVith this arrangement the ignition system will function whether it be of the open circuit or the closed circuit type.

Inasmuch as the ignition system must be effective to fire the proper cylinder after the combustible charge has been forced thereinto, and inasmuch as the firing may take place with the piston at various positions, it follows that the high tension distributer 101 should be so arranged that the high tension curr-ent will be sent to the proper spark plug even when the piston and crank shaft stand a considerable angular displacement from the upper dead centre position. In order to meet this situation I have provided a curved extension 102 on the rotating arm 103 of the high tension distributor, so that said extension 102 will ensure delivery of high tension current to the proper high tension terminal through the necessary angular range before the extension 102 and arm 103 come so close to the next high tension terminal as to deliver high tension current thereto. The high tension terminals are designated as 104, 105, 106 and 107 respectively, and the direction of rotation is shown by the arrows in Fig. 2.

It is also noted that in the present application I have shown this feature of the eXtension on the high tension distributer arm as being combined with a high tension distributer working in conjunction with a coil system, and in combination with a make and break device so arranged that it will be effective to fire the charge when the make and break device stands on either the open or the closed circuit position and with the crank shaft and piston either at the upper dead centre or a considerable angular displacement therefrom.

It will also be noted that the delivery of combustible mixture must take place through relatively small ports into the cylinders. Consequently the flow of gases and vapors is somewhat obstructed so that a pressure will be built up along the gas passages and against the plunger. 'This will cause a slight resistance to the movement of the plunger and will improve the operation of the entire system.

It will also be noted that when the valve plug 16 is turned to the position of Fig. 6 and the plunger is forced down, the air from the plunger forces thecharges of fuel from the several metering pockets forwardly along the tubes leading to the cylinders. However, these fuel charges will not arrive at the cylinders as slugs of fuel but as a rich vapor. This is because as they travel along the tubes they wet the walls thereof and thus are distributed over a large surface area as a moisture; so

'the air plunger the make and break arm that as the air follows along it again vapor- (i.

izes this` moisture from the wetted surfaces' into a riclrva or. This rich vapor then enters the eylin( er space as such and not as a solid slug.

In order to prevent back movement of the gasesunder high pressure from the cylinder' during operation thereof, I have provided a check valve to control each of the passages 76 in the cylinder plug. This is the check valve 108 placed at the upper end of the pas-Y sage 80 and within the small chamber 77.

This cheek valve will allow the startingV charge to flow from the Connector SO upwards to the small chamber 77 and thence downwards through the passage 76, but will pre vent any back flow from the passage 76 due to pressure of gases within the cylinder. Therefore the effective clearance of the cylin der will not be increased materially, andthe normal operation of the engine will not be interfered with. Furthermore, the normal operation of the engine will not depend on the tightness of the metering valve and connections thereto. f i

In the operation of the device the valve plug 1G is first turned into the position` of ligure'l in which all of the metering pockets Y 23, 24, 25 and 26 are filled with liquid fuelVVV The air starter plunger 59V from the line 55. being in the raised position, the valve 1G is then turned at right angles so as to line up the metering pockets and the ducts of the valve plug with the ducts fromthe starting airir cylinder andthe ducts leading to the working cylinders. Upon depressing the plunger 59 the air is forced through the respective ducts and metering chambers to the respective cylinders, and the air flowing through each'duct picks up Ythe fuel from metering chamber and delivers it to it-s working cylinder.

Near the bottom of the working stroke of 89V is oscillated so Yas to tire whichever cylinder is in the proper condition for firing, the makeV and break arm 89 and oontacts'ST and 88 being properly related to the regular ignition circuit for this purpose.'

Due to the cheek valve constructions in the plug members 72 leading into the different cylinders the combustible mixture is allowed to enter the cylinders but when the explosion takes place the pressure is Confined within the cylinder i and not allowed toV back up through the ducts.

In Ycase it is desired to repeat the starting Y operation .in case of au ineffective operation the link 86 may be pulled over to one side so as to open all of the needle valves of the different cylinders to vent them. Thereupon the starting air plunger 59 may be worked up and down two or three times without corresponding operation of the metering plug 16, said plug being left in the position of Figure This will force charges of plain air through the di lierent cylinders so as to scavenge them in preparation for a fresh starting operation. Y

lllhile I have herein shown and described only a single embodymeut of the features of my invention, still lf do not intend to limit myself thereto el; ipt as Imay do so in the claims.

I claim:

l. The combination with an internal combustion engine having cylinders and pistons working therein, and also having spark plugs and a high tension distributor for delivering sparking current to said plugs in timed relationship with respect to the piston movements, of an air starter cylinder, a plunger working therein, a starting nipple in each cylinder having a discharge nozyle reaching into the combustion chamber thereof for the spray delivery ofcomlnistible mixture there* into, a metering valve including a rotatable plug having therein a series of metering pockets corresponding to the individual cylinders, said valve also including a common supply passa 'e for combustible liquid, communi )ating i th all of the metering pockets when the plug` is turned into a given position to thereby lill said pockets with ina'lividual iring cha1'ges,said valve also being provided with trausvei educt-s aligning with the metering pockets of the plug, said plug being provided witlitransverse passages communicating with said ineteringpockets and aligning with the duets aforesaid `when the plug is turned to a position where the metering pockets are isolated from the fuell supply passage, said ducts eonnnunihating individually with the lower portion of the air starting cylinder, and individual passages from the duets to the individual starting nipples, substantially as described. Y

E2. The combination with an internal combustion engine having cylinders and pistons Working therein, and als@ having spark plugs and a hi gh tension distributor for delivering sparking current torrsaid plugs in timed relationship .vith respect to the piston movements, of an air starter cylinder, a plunger working therein, a starting' nipple in each cylinderhaving a discharge nozzle reaching into the combustion chamber thereof for the spraj,T delivery of combustible mixture thereinto, a metering valve including a rotatable plug" having there? in a series of .metering pockets corresponding to the individual cyliiiders, said valve also including a common supply passage for coml'iustible liquid communicating with all of the metering pockets when the plug turned into a given position to thereby i'iil said pockets with individual firing cha1' {;es,v said valve also being)l nrovided with transverse ducts al'gning i h the metering pochets of the plug, said plug being provided with IUD engine cylinders, means for delivering combustible liquid into said ducts, a second make and break device constituting a portion of the ignition circuit, means for opera-ting said make and break device when the air plunger is near the end of its Working stroke, and an extension element on the high tension distributor operative effectively to insure delivery ot high tension current to a selected cylinder through a substantial range of po sitions of the high tension distributor, substantially as described.

9. The combination Wit-h an internal com bustion engine having cylinders and pistons working therein, and also having spark plugs and a high tension distributor' for delivering spark current to said plugs in timed relationship with respect to the piston movements, of an extension on the movable element of said high tension distributor operative effectively to insure delivery of high tension current to a selected cylinder spark plug through a substantial range of positions of the high tension distributor, an air cylinder, a plunger Working therein, ducts leading from said air cylinder to the individual engine cylinders, for the delivery of combustible charges to the individual engine cylinders, and means in conjunction with the air plunger operative effectively to control the operation of the high tension system when the air plunger is nea r the end of its working stroke, substantially as described.

10. The combination with an internal combustion engine having cylinders and pistons working therein and also having spark plugs and a high tension distributor for delivering spark current to said plugs in timed relationship with respect to the piston movements, and also having a make and break device operated by regular engine movements for generation of high tension impulses, of an air starter cylinder, a plunger working therein, individual ducts leading from said air cylinder to t-he individual engine cylinders, means for delivering combustible mixture through said ducts and. a make and break device operative effectively to deliver high tension impulses through the high tension system when the first mentioned make and break device is in either the open circuit or the closed circuit position, substantially as described.

GEORGE R. LAVRENCE. 

